trek emonda alr 4 vs alr 5

Trek's Émonda ALR Disc Is a Sleek, Affordable Race Rocket

A smooth and stylee aluminum road bike that hauls ass at a great price

Price: $960 (frameset), $1,890 (complete with 105 build) Weight: 16.4 lbs (as tested) Style: Road race Drivetrain: Shimano Ultegra R8020 (as tested) Frame Material: Aluminum Tire clearance: 28mm The right bike for: Rider looking for a fast, and fast looking, road bike but doesn't want to pay carbon prices.

You’d be forgiven for mistaking the new Émonda ALR for a full-carbon race bike at first glance. But it's not carbon: This is Trek’s newest aluminum road racing bike. With other brands producing popular race-ready aluminum frames–such as Cannondale's CAAD12 and Specialized's Allez Sprint DSW–it’s no surprise Trek updated its ALR frames for 2019 .

The Émonda ALR's aggressive geometry and reasonable price (five models priced $1,360 to $1,890) are certainly targeted at the budget minded who still want a performance race ready bicycle and the option to purchase the frameset ($960) opens the door for budget-friendly dream builds.

Years of experience shaping and tuning aluminum, along with new alloys and manufacturing techniques, are allowing bike brands to offer aluminum frames that ride smoother than some carbon frames and cost less as well. With the new Émonda ALR, Trek hydroforms the size-specific tubes into complex shapes, which fit together so precisely that fabricators need less weld material to join them, which produces a sleek looking frames. The welds are so minimal, the Émonda ALR frame almost looks made of carbon.

On the pavement the ALR is no slouch. Overall, it's a smooth ride for an aluminum bike. The road buzz is damped, but on rough roads and longer rides it’s still apparent that this is an aluminum frame (the fork is carbon). Luckily Trek's engineers endowed the Émonda ALR Disc with room for wider tires (officially 25mm, but some 30mm tires should fit), allowing riders the option to smooth the ride with the addition of fatter rubber.

The minimalist welds make the Émonda ALR's headtube look almost like carbon.

Sensor Ready

The non-drive seatstay is provisioned for a Bontrager DuoTrap S sensor.

Magic Paint

The Purple Flip paint takes on different colors depending on the light.

Hidden From View

Housings and brake hose run inside the front triangle and out of sight.

Modern Standards

The Émonda ALR disc uses the flat mount caliper standard and 12mm thru axles.

The Émonda Family

The Émonda ALR is offered in two models (ALR 4 and ALR 5), and two brake options (disc or rim).

The ALR 4 ($1,680 disc, $1,360 rim) features a Shimano Tiagra 10-speed drivetrain, while the ALR 5 ($1,890 disc, $1,590 rim) comes with a Shimano 105 11-speed drivetrain. All other components are identical, which makes the decision-making process simple: Save 210 or 230 bucks, or spend the extra money to upgrade to an 11-speed drivetrain.

Trek also offers the Émonda ALR 5 Disc in a women's version . This bike features the same geometry as the unisex ALR 5 Disc (though the women's is offered in a 47cm and the unisex is not), but is equipped with a women's saddle, shorter stem, and narrower handlebar.

Trek also sells the Emonda ALR frameset in both disc ($960) and rim ($960) versions. The bike Bicycling received for testing was not a stock complete bike, but a flashy bike built up by Trek to celebrate the Émonda ALR's debut. The frame is shown in the Purple Flip colorway ( there's also a black option) and built with Shimano Ultegra mechanical shift/hydraulic brake groups, with high-end carbon Bontrager parts consisting of Aeolus XXX carbon wheels, XXX carbon seatpost, XXX carbon handlebar, and carbon-railed saddle.

A Lot of Bike for the Money

The real selling point of this bike is its performance-to-price ratio. The ALR frame looks an awful lot like carbon, rides great, and costs less. For $419 dollars less than the most comparable carbon Émonda SL model, the ALR 5 comes out swinging with a race-ready package for someone looking for a quality ride without the intimidating price.

The Émonda ALR frames are quite light also. The disc frame weighs 1,131 grams, while the rim frame weighs 1,112 grams. This appears to compare very well with the carbon Émonda SL frame (disc 1,149 grams, rim 1,091), however the Émonda SL frame weight includes part of the seat mast system.

The Emonda ALR frame features internal cable routing through the front triangle, provisioning for the Bontrager DuoTrap S speed and cadence sensor in the non-drive chainstay, press-fit BB86.5 bottom bracket, 27.2mm seat post, and tapered headtube. Disc models use 12mm thru axles front and rear, and flat-mount brake calipers.

Émonda Geometry

The geometry of the ALR is the same as most of the Émonda carbon line. Trek uses its H2 fit, which is geared toward the everyday rider. This geometry falls between the race geometry you'd find on a bike like the Specialized Tarmac, and the shorter, more upright geometry of an endurance bike.

I found the fit to strike the balance between comfort and race quite nicely. Trek's materials say the H2 geometry is a balance of stable-yet-responsive handling and as much as I get annoyed with marketing jargon, I would certainly have to agree with that.

I do wish Trek would also offer its most aggressive race geometry (it's called H1) in the ALR range (the H1 option is offered in Trek's Émonda carbon frames) for riders, like me, who prefer the lower, longer position it offers.

Émonda ALR Disc Ride Impressions

I can learn a lot about a bike by doing what I call the “up, over, and back” test. I take a bike on a ride that's very familiar to me: up the side of the mountain that's just out my door, down the other, and back again. Put to this test I discovered that, yes, climbing on the Émonda ALR still hurts the same as any other bike, so don’t expect any miracles in that regard. But the bike climbs quite well, while I wasn’t able to break any personal records, the bike still feels plenty at home when the grade pitches skyward. Our bike weighed in at 16.4 pounds, quite impressive for a aluminum bike with disc brakes.

After making my way over the top, the less painful/fun part of the test started. Next up, a high speed slightly twisty descent with fresh pavement. Here, the bike reacts predictably at high speeds without feeling terribly unstable even at speeds over 50mph; test passed. The bike is at home on twisty technical descents as well as wide open high speed rippers. While some riders still aren't sold on disc brakes, I’m a convert. Having the Ultegra stoppers affixed to the Émonda ALR was a welcome addition when it came time to not only stop but control speed into and out of corners, and the Émonda ALR feels solid under braking forces.

On the road it is immediately apparent that this bike wants to accelerate. Once out of the saddle, the Émonda ALR reacts quickly and feels well connected to the pavement. This feeling of snappy acceleration can be at least partially credited to the 1,380-gram Aeolus XXX 2 Disc wheels that came on our test rig. With that said, the ALR feels solid under load. During all out sprints the frame feels just as a race bike should and responds with every pedal stroke. On the flip side, this Émonda ALR test bike rode a bit stiffly, even with the high-end carbon wheels.

Still, the Émonda ALR has all the ingredients of a good bike—sleek looks, solid performance, and a easier to swallow price.

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Trevor Raab is the staff photographer for Runner’s World and Bicycling , a CAT 1 cyclocross racer, and, occasionally, a product reviewer for the Test Team. He fits the typical “how I got in to bikes” story: his dad introduced him to mountain bikes when he was a kid, then he had a  stint as a skateboarder in high school, and since 2011 he’s been riding every sort of bike he can find.

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Review: Trek Emonda ALR 5, the bike that disc brakes almost broke 

Are the days of the aluminum race bike over? Not quite yet.

I dream of aluminum race bikes. Sturdy, fast, cheap. They’re what most amateur bike racers should be on, if you ask me, but the options are vanishingly few. 

There’s the Specialized Allez Sprint, the current king of the castle, but it’s a $1,700 frameset and is often out of stock. The Cannondale CAAD13 is lovely too, but has been taken about two steps too far away from its racing roots for my liking. Now there’s a third big-brand aluminum option: the Trek Emonda ALR 5. 

I hoped for a bike I could feel confident in recommending to any young or aspiring racer. Something nimble and light, with the right gearing, a ride comparable to carbon, a few nods to modern-day aerodynamic understanding, and clever spec. Not a first road bike, perhaps, but something worth graduating to. Trek came so very close.

This is a bike that will roll off showroom floors for just over $2,000 and looks every bit like a bike three or five times that. The integrated front end, the shapely tubes – from across the street it looks like carbon. 

The Emonda ALR is a cool aluminum race bike. Looks good and rides well. It needs a few tweaks if you really want to get the most out of it, but it’s 90% of the way there straight out of the box. It only misses in a few spots, and that might not even be its own fault. 

The short of it: A good argument for not buying a cheap carbon road bike instead Good stuff: Superb ride quality, excellent handling, great looks Bad stuff: Weight  Total weight: 9.12 kg/20.1 lbs Price: USD $2,300 / AUD $3,000 / £2,150

As aluminum frames go, this one is both good-looking and well-thought-out. It uses Trek’s 300-series Alpha Aluminum and what Trek calls “Invisible Weld Technology,” which smooths out the welds themselves and provides a decidedly carbon-like look. More than one person thought I was on a carbon bike. 

The tubes are hydroformed, a technology that has now been in the bike industry for well over a decade but is crucial to creating the types of tube shapes Trek uses on the Emonda. There are nods to aerodynamics, including a truncated seat tube, big and shapely down tube, deeper head tube, and dropped seatstays. The intention isn’t to compete with the best aero bikes on the market, but a bit of aero efficiency never hurts. 

The frame is light, around 1,260 grams, plus a 400-gram carbon fork. That makes it roughly the same weight (within 50 grams) as the carbon fiber Emonda SL, which sits on the lower end of Trek’s carbon spectrum. And a complete Emonda ALR 5 bike costs as much as the Emonda SL frameset. Behold, the power of aluminum.

Down at the bottom bracket, Trek has gone with the threaded T47 standard, which we have no real problems with. James Huang is a big fan. Dave Rome is sort of ambivalent. I just know it didn’t creak over the last 6 months.

I wish the Emonda ALR had more official tire clearance. This may partly be a limitation of aluminum, but in the end, it’s a decision. The aluminum Domane fits a 40 mm tire. The Emonda ALR will officially only take a 28 mm tire. Now, if you know Trek, you know they have an exceptionally conservative legal department, and you can generally go 4+ mm wider than claimed. But the rear end, in particular, is tighter than I’d prefer on the Emonda ALR. I wouldn’t be comfortable with anything over a 30 (measured). The fork has plenty of room for a 30 or slightly larger. Just know that you’re running afoul of Trek’s official recommendation if you do this, potentially harming things like warranty, which is a shame.

Any modern disc road bike should clear a 30 with no concerns whatsoever. Only 28 is just not enough. Not when pros are winning Milan-San Remo on tires that measure closer to 32. A race bike can and should have clearance for 32s these days. 

Aaargh, integration

I appreciate the thought and care Trek put into bar/stem/brake line integration on this bike. If integrated front ends are truly what consumers are looking for – and the fact that every single road brand is integrating more and more suggests that purchase data shows people want it – then why should we limit such things to the realm of the carbon fiber bourgeoise?

The plebs down here plowing fields in Aluminum Land deserve a clean cockpit too. The Emonda ALR looks great, it looks expensive, and part of that is the fact that Trek bothered to put the front end together with as much thought as they do for bikes five times the price. 

The Emonda ALR runs its brake and shift lines through an entryway at the front of the headset and then down through the frame. All the lines and housing exit right before the bottom bracket and then re-enter behind it. The headset routing is very similar in concept and execution to the design found on the Allez Sprint, though everything stays internal near the bottom bracket on the Specialized.

There are six full pages in the manual dedicated to the headset, brake line routing, proprietary spacer stacking, and all the rest. The fact that James trusted me, the Hammer, to sort this out and put things together properly is a testament to both his trust and his foolishness. Or perhaps this was his plan all along, to put the design to the ultimate test. 

Mercifully the Emonda came mostly built. Unmercifully, it also came with a kinked brake hose right out of the box, which required replacing. And, of course, I would have to do some basic fit adjustments. The kinked line ended up being quite annoying but the fit changes were no big deal. 

The brake lines run down in front of the steerer tube, in between the slightly bulbous head tube and the steerer itself. There are proprietary split spacers to be used instead of round ones. Pulling it all apart and getting it back together is finicky but not impossible, and dropping the bars two cm took less than five minutes. The spacers are annoying relative to some good old-fashioned round ones, but they also allowed me to play with stack without having to run new brake lines.

As internal brake and shift lines go, this is about as good and easy as it gets.

In the end, I ditched all of the spacers and ran the stem “slammed” because the H1.5 geometry (more on this later), in addition to the height necessitated by the cable-entry cap, meant that slammed wasn’t actually that aggressive.

You can use standard round spacers above the stem as you move the stem clamp down the steerer, should you so choose. The sleeker look obviously requires cutting the steer at the new stem height, but for the purposes of setting fit – and because this isn’t my bike – it was nice to be able to throw the ol’ roundies I had floating around my toolbox on the section of steerer above the stem. 

Now, the kinked line. This isn’t really Trek’s fault, except that I’m pretty sure a line that had more than a few short centimeters exposed between the frame and stem probably wouldn’t have had this problem during shipping. Keep that in mind if you travel with this bike: anything with this level of integration needs added care in packing because with such short exposed sections of brake line, the margin for error is smaller. 

Replacing the line was quite straightforward. Lines run down the front of the head tube, inside the upper headset bearing, and then, in this case, down to the front brake via a port in the steerer itself. It all guided through pretty easily. Re-attach, bleed, and I was off to the races. The rear brake would take slightly more effort, as it needs to be fished through a hole near the bottom of the down tube and then on through another set of holes to the caliper, but it’s no worse than any other integrated bike out there right now.

Geometry chart

The Emonda ALR uses the same H1.5 geometry as the latest Madone SLR and carbon Emonda options. It sits, as the name implies, about halfway in between the race-focused H1 geometry and endurance H2 geometry. 

It also sits right in between two of its competitors in this space, the Specialized Allez Sprint and the Cannondale CAAD13. The Allez is more aggressive, the CAAD a bit less so. 

Here’s the full chart: 

I’ll talk about the ride and handling in a moment, but a couple of things to note. The trail is a very standard 56-62 mm for most sizes. The smallest riders, as usual, get absolutely hammered with a 68 mm trail that I’m sure makes the bike feel absolutely nothing like the one I rode (a 56 cm). Sorry, anybody riding a 47 cm.

Wheelbase is about one cm longer than the Allez Sprint, trail is a bit higher, reach is shorter, stack is higher. All these things point to a less race-oriented machine. And that is the case, though not to the point that the Emonda isn’t totally race-worthy. It absolutely is.

Models and pricing

Normally, we drop all the other build options for a given frameset in this section, but because this is an aluminum bike and so few people apparently want aluminum bikes anymore, there are no other build options.

At least, that’s true in the US. The UK market has the ALR 6, which upgrades the 105 mechanical to 105 Di2 for a marginal increase in cost to £2,400. And in the US you can buy framesets on their own for USD $1,200. These have some great paint jobs and would be a fun project.

In fact, if you’re comfortable building bikes from scratch, that’s probably how I would do it. These are really cool frames, extremely well thought out, light, and quite beautiful. But the stock build kits are uninspiring, because Trek had to hit a price point. I would love to take one of these and slowly build it with higher-end second-hand parts over the course of a winter. Total cost would be similar, but you’d end up with a much cooler end product.

As a brief experiment, I put myself into character. The character: me, 20 years old, racing crits every weekend, living on like $700 a month plus race winnings, with $3,000 left over from my student loans. Decison-making: Generally terrible. Acknowledgment that the future exists: Never. FTP: High as it’ll ever be. I popped around the usual buy/sell sites and checked out some deals on groups to see what I could build. This is what I came up with in less than 30 minutes (all prices USD):

Frame : Emonda ALR in one of the cool colors – $1,200 Drivetrain and brakes : Shimano 105 7000 – $700 Wheels : Something carbon that makes a good whoosh noise – $650 on eBay or similar if you’re willing to buy something that isn’t tubeless compatible (go latex tubes for racing instead) Handlebar : Ritchey WCS Neoclassic drop – $99 (eBay) Stem : Ritchey WCS 4-axis – $25 (eBay) Seatpost : Ritchey WCS – $74 (eBay) Saddle : Bontrager Aeolus Comp: $90 Tires : Vittoria Corsa Control 30mm – $35 (not the tubeless version)

Total: $2873 plus $100 or so for cables/housing/other odds and ends. This bike is easily 2.5 pounds lighter than the stock ALR5, makes a better noise, looks cooler, and leaves me about $100 of student loan funds to spend on a week’s worth of post-ride burritos.

Build kit breakdown

My collegiate-racer fever dreams aside, the ALR 5 has a solid, reliable build. It’s a good platform to upgrade off of, if that’s your jam, and it’s perfectly serviceable right out of the box.

I have zero complaints about the Shimano 105 7000 mechanical drivetrain. It shifts, it’s quiet, it’s relatively cheap. There’s absolutely nothing wrong with it. 

I do dislike the rotors, which are the RT70 from Shimano. They are ugly and look cheap. Give me some of that finned goodness. This is 90% aesthetic but aesthetics matter.

The stock gear ratios should be enough for most, but could perhaps go a bit lower if you live somewhere hilly. A 50/34 front chainring setup is matched with an 11-30 cassette. Ten years ago, that would have been ludicrously low, but the bike industry has since realized we’re not all riding around at pro watts all the time, and these days I’d prefer a 32 or even 34 low gear on the back unless I’m racing.

If I am racing, I probably want a 52/36 with that same 11-30 cassette. But that’s a low priority and can be upgraded later.

The rest of the build is uninspiring but adequate. Trek’s component brand Bontrager provides the seatpost, saddle, stem, and handlebars. All are alloy, all are a bit heavy. The Comp VR-C bars have quite a nice bend to them, on the shallow end of the spectrum but not silly-shallow. The transition from hoods to tops is nice and smooth and the drop curvature is superb. I found them very comfortable.

There are no surprises, integration headaches, or odd standards, just a 27.2 seatpost, 1 1/8″ steerer, and round bars. All of it can be easily upgraded or swapped out.

The Bontrager Verse Comp saddle is too heavily padded for my liking. I did a couple of rides on it and it wasn’t terrible; it just wasn’t great. It’s also quite long, and I’m used to short saddles these days. Bontrager’s excellent Aeolus would have been a better match for the bike and its ambitions.

The Bontrager Paradigm wheels are heavy (roughly 1,750 g claimed) but do feature a nicely modern 21 mm internal rim width, which spreads the 700×25 hotpatched tire out to just under 28mm. The tires are Bontrager R1 Hardcase-Lite with a wire bead. They are hot garbage that should be removed immediately.  Wire bead ? Are you kidding me? Bontrager makes some nice tires these days; the R1 Hardcase is decidedly not one of them.

I took them off, riding only once on those turds of tires before swapping them out to a set of Vittoria Corsa Controls. I went from disliking the bike to liking it with that one switch. Tires are important. Granted, Corsa Controls aren’t cheap.

Ride report

That brings us to the ride. All of the figures and facts above combine in sometimes unexpected ways, mixing and melding into a ride quality that is genuinely quite impressive (once you take the terrible tires off).

I tested this bike with three sets of tires/wheels. First, the stock Bontragers. Awful. Second, the Corsa Controls and butyl tubes on the stock Paradigm wheelset. Great! A better bet would have been a good tubeless tire, since the Paradigm rims are tubeless-ready, but I didn’t have any handy that were narrow enough.

Finally, I put on a set of Continental GP5000s with latex tubes in on a set of Roval Alpinist carbon wheels. The Corsas alone dropped over 200 grams off the stock tire weight, and the Roval setup dropped more than a pound (626 grams, to be precise) off the stock setup. The overall change in ride quality from both changes was dramatic.

As a result, I’m going to ignore the stock tires for this ride quality analysis. The R1s are so bad, and tires are so important, that it feels unfair to besmirch an otherwise-good bike with their wire bead stink. If you’re reading this review, you care enough to swap them out. My opinions here are based on the stock wheelset + Vittoria Corsa Control + butyl tube setup. 

This is a comfortable aluminum bike. Trek has lots of marketing copy on its website about how its hydroforming processes and the Invisible Weld Technology combine to allow its engineers to create a frame with significantly more compliance than the aluminum of old. I would say they aren’t lying. 

The rear end, in particular, cuts road buzz nicely. The 27.2 seatpost helps, and if you upgraded to a carbon post it would further improve flex and thus comfort. The big aluminum handlebars are stiff and the front end feels harsher than the rear. I’m sort of OK with this; a stiff front end feels like it wants to race, to me, and I like that.

The size 56 I tested has a 73.5º head angle and 58 mm of trail. Both figures are about spot on for a bike that wants to be race-worthy but not race-only. The handling is therefore as I expected: predictable, on the twitchy end of the spectrum these days but nothing extreme. Ten years ago, this would have been called endurance bike geometry. But now we know better. 

This is supposed to be a race bike, and nothing in the handling would prevent it from finding success there. It is not a pure crit machine in the way that the Allez Sprint is (that bike has a more aggressive trail figure of 55 mm, plus a lower BB and longer reach). The Emonda ALR is a road racer. It’s well-balanced and goes where you point it. 

The rich get richer, the poor get heavier

Behind this generally positive review is an unshakeable feeling that something is missing. I’m not sure the bike I dream of, and that I was hoping the Emonda ALR would be, really exists anymore. In riding the Emonda ALR and perusing the other options currently available in the same price range, the only conclusion I can draw is that it’s very, very difficult for a big bike brand to build a cheap race bike these days. 

The bike I want is a Cannondale CAAD10 from around 2015. The model with Shimano 105 went for about US$1,700 – roughly US$2,200 in today’s inflated money. In other words, nearly identical to the Emonda ALR 5. That bike weighed in the low-17 pound (7.7 kg) range. It had decent wheels and snappy handling and pretty much everybody who reviewed one or raced one called it some version of a superbike killer. It was so good. 

The Emonda ALR is better in some ways. It’s more comfortable, for one. It’s probably more aerodynamic, simply because of the integrated front end, though we don’t have any figures to prove this. It fits a much bigger tire (albeit not big enough). But it also weighs closer to 20 pounds, has pigs for wheels, and comes stock with the worst road tires I’ve ridden in years. The geometry is a bit softer, a bit more forgiving; the handling is good but I would personally prefer it to be snappier for racing. 

There is one obvious culprit for many (though not all) of these ills, of course. Disc brakes.

I’m about as far from a disc hater as you can find, and would prefer them on almost any bike I build and ride. But there is a reality to them: to build a light, nimble-feeling road race bike with disc brakes costs a lot of money. You can get to 6.8 kg, or well under, but it will cost significantly more than it did back when a rim-brake CAAD10 could get there for $1,700 plus a few smart upgrades. 

Again, the Allez Sprint – the spiritual heir to the old CAADs – is $1,700 for the frameset alone. 

Trek’s little tagline for this bike is “Never heavy. Always metal.” Which is true – if you look at the frameset. Sub-1,300 grams is superb. But the various parts needed to build a bike at this price point, with discs and thru axles and all the other complications of the modern road bike, mean that heavy is exactly what the stock version of the ALR 5 is.

None of this is directly Trek’s fault, unless you prescribe to the Big Disc conspiracy that holds that all big bike brands hoisted discs on us only to sell more bikes (which I do not). But there is no question that discs have made it harder to build a bike I would want to race for a price I could have afforded when I was racing. We have $8,000 bikes with 105 now; where does one turn if you’re racing collegiate crits, living on microwave pizzas, and want to go fast as hell? The Emonda ALR may be among the best of a dwindling bunch, but even it doesn’t quite get there. 

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Trek Emonda ALR first-ride review: Light and fast, but best on smooth roads

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It wasn’t all that long ago that aluminum was considered largely obsolete as a frame material: too soft and heavy relative to carbon fiber, not as much zing or “life” as steel or titanium. But the material is nevertheless enjoying a strong resurgence, and Trek is the latest major brand to add fuel to that fire. The new Emonda ALR aluminum road family is reasonably competitive with carbon fiber in terms of weight and stiffness, and new manufacturing methods make it drop-dead gorgeous, too. It’s also comparatively cheap. But alas, there’s still a price to be paid.

The Emonda ALR by the numbers

On paper, it’s hard to argue with Trek’s new Emonda ALR.

At least as far as the scale is concerned, the Emonda ALR is nearly on-par with the carbon fiber Emonda SL. Claimed frame weight for the disc-brake is 1,131g, and 1,112g for the rim-brake edition — just 40g heavier than its fancier (and more expensive) cousin. And according to Trek, the Emonda ALR’s chassis stiffness figures aren’t far behind, either, thanks in no small part to the fact that its 300-Series Alpha Aluminum hydroformed tubes use nearly the same shapes as the upper-end Emondas.

Both rim-brake and disc-brake versions are on tap — naturally — and tire clearances are in-keeping with trends in the road space. Maximum official tire size on the rim-brake version is 25mm; 28mm for the disc-brake models. That sounds decidedly behind the times at first, yes, but keep in mind that Trek’s internal rating for maximum tire size is unusually conservative. Whereas most companies abide by international standards for clearance (at least 4mm of space on all sides of the tire at the closest point), Trek adds another 2mm on top of that, so comparing apples to apples, the rim-brake Emonda ALR will comfortably handle 29mm-wide tires, and the disc-brake bikes will fit 32mm-wide ones. Much better.

Handling-wise, Trek has carried over the same frame geometry as on the carbon Emonda models, which, in turn, were derived from the highly evolved figures of the long-standing Madone range. In other words, it promises truly neutral characteristics, with stable manners at high speeds, a seemingly contradictory willingness to carve through sinuous descents, and reasonable agility at low speeds without having the front end feel too floppy. Trek hasn’t changed its bread-and-butter road geometry much in ages, and that’s a good thing.

In terms of rider positioning, though, Trek will only offer the Emonda ALR in the tamer H2 fit with its slightly taller head tube. Riders who are specifically after a more aggressive posture will still need to look at the top-end Emonda SLR range.

Other features include partially internal cable routing (just through the down tube), 12mm front and rear thru-axles and flat-mount caliper interfaces on disc-brake models, quick-release dropouts and direct-mount caliper mounts on rim-brake models, PF86 press-fit bottom bracket shells across the board, tapered steerer tubes on the full-carbon forks, standard 27.2mm-diameter round seatposts with conventional external seatpost clamps, and a small pocket built into the non-driveside chainstay for Bontrager’s DuoTrap wireless speed and cadence sensor.

None of this sounds remotely groundbreaking. And the focus on stiffness-to-weight means there isn’t a smidgeon of aerodynamic shaping to be found here. There’s not a single mention of wind tunnels or grams of drag or yaw angles in any of Trek’s marketing collateral. In an ever-expanding world of sleek two-wheeled machines that are starting to look more like airplanes than bicycles, the Emonda ALR might seem like a throwback.

But oh, man, you just have to see the thing.

Invisible Weld Technology

The way aluminum bicycle frames are welded hasn’t changed much in decades. With few exceptions, tubes are mitered at the joints and held together in a jig for a close fit, and then the intersections are basically just melted together at high heat, with an additional bead of similar material — the weld bead — added on top for additional structural reinforcement. Sometimes welders take two passes over the joint, and sometimes it’s just one, and sometimes the bead is filed down for a smoother look. But by and large, the process is the same today as it was when people thought Jeff Bezos was nuts for thinking he could sell books over the internet.

Specialized legitimately moved things forward a few years ago with the introduction of Smartweld . Normally, those mitered aluminum tubes fit together kind of like how you would join empty rolls of paper towels together in a grade school art project, with the end of one tube carved out to fit tightly against the unaltered wall of the other tube.

But Smartweld is more like holding the bottom of two soda cans against each other. There’s a natural trough that the welding rod can fill, there’s more surface area to join together for better structural integrity, the weld itself is moved away from the areas of highest stress, the adjoining tube walls can be made thinner and lighter, and the resulting joint ends up more flush with the surrounding tube wall for a smoother finish. There’s more hydroforming work required to initially create that sort of interface geometry on the individual parts, but it’s a brilliant idea that Specialized has used to great effect.

Trek is now doing something similar, calling it “Invisible Weld Technology.” The concept is much the same, at least in terms of the weld joint geometry itself, but whereas Specialized moves the weld further up on the tubes, IWT uses the same weld location as a standard mitered joint.

Details aside, the result is visually stunning. For example, Trek has formed the head tube and top tube of the new Emonda ALR with the same shapes as the carbon fiber Emonda SL and SLR, and unless you look very closely, you can’t even tell where one part ends and the other begins; it’s truly seamless as far as your eyes are concerned.

Other areas of the frame are joined using more conventional welding techniques, and the Emonda’s press-fit bottom bracket shell is a far cry from the bulbous and hollow two-piece clamshell that Specialized uses on the Allez Sprint . But it’s important to note that Trek is just getting started with the IWT concept, and it’ll be very interesting to see where it goes from here.

Off-the-shelf, or build to suit

As good as the Emonda ALR platform sounds, Trek clearly isn’t interested in having it cannibalize sales from the carbon fiber Emonda families based on the build kits on tap. Just five complete models are available, all of which focus more on value than outright performance. Complete Shimano groupsets are featured throughout, along with hydraulic brakes for all disc-equipped models. The one exception are the Tektro brake calipers on lower-end rim-brake models, since Shimano doesn’t make a direct-mount caliper at that price point.

At the lower end are the Emonda ALR 4 and ALR 4 Disc, built with Shimano Tiagra and Bontrager Affinity TLR tubeless-ready aluminum clinchers. The rim-brake version costs US$1,360 / AU$1,500, and the disc-brake version (which won’t be brought into Australia) costs US$1,680.

At the upper end are the Emonda ALR 5 and ALR 5 Disc, built with the same Bontrager Affinity TLR tubeless-ready aluminum wheels, but with Shimano’s 105 groupset. Retail price for the rim-brake version is US$1,580 / AU$2,000, or US$1,890 / AU$2,400 for the disc-brake version.

There will also be a sole women-specific model, the Emonda ALR 5 Disc Women’s. Basic spec is unchanged, and it’s built with the same frameset, but touch points are altered to promote a better fit and feel. Pricing is the same as the standard Emonda ALR 5 Disc, but like the Emonda ALR 4 Disc, Trek doesn’t plan to sell it in Australia.

Trek still isn’t ignoring the performance potential of the Emonda ALR, either; there’s also a bare frameset available for riders that might want to do a higher-end build. Retail price is US$960 for either the rim-brake or disc-brake version, but neither will be imported into Australia.

Pricing and availability for other regions is still to be confirmed.

Bones, shaken

I rode a custom-built Emonda ALR for several hours on the roads surrounding Trek’s global headquarters in Waterloo, Wisconsin, where the rolling hills and seemingly endless expanse of sparsely populated roads provide plenty of opportunity to test a bike’s mettle. Rather than set us up on stock models, Trek went the DIY route, outfitting the frames with Shimano’s latest Ultegra mechanical groupset, low-profile Bontrager Aeolus XXX 2 carbon clinchers, 25mm-wide Bontrager R3 tubeless tires, and an assortment of Bontrager carbon fiber finishing kit. Total weight for my 52cm sample was just 7.4kg (16.31lb), without pedals, but with bottle cages and Blendr accessory mounts.

True to claims, the Emonda ALR felt satisfyingly stout under power, and plenty eager to squirt up short and punchy climbs. Front-end torsional rigidity is good, too, although not quite on-par with top-end carbon models, with some flex detected when you’re really wrenching on the bars.

As expected, handling is picture-perfect, like a well-trained horse that almost doesn’t require any physical input from its rider before doing exactly what you want it to. Set those numbers in stone, Trek.

But as pleasant as Trek’s home roads are, the asphalt is distinctly coarse and lumpy, and the pavement seams impossible to ignore. Trek has successfully showcased other bikes on this stage before, but for the Emonda ALR, it might have been better to choose somewhere with better-quality roads.

The Emonda ALR seems to put up a good fight against more expensive carbon bikes in terms of weight and stiffness, however it’s simply no match in terms of ride comfort. Even with the tires inflated to a modest 70psi or so under my 70kg body, the Emonda ALR offers a rough ride, with little vibration damping to speak of and plenty of impact harshness traveling up through the handlebar and saddle. If anything, it only highlights further the uncanny comfort of the new Madone .

That firm ride will certainly be viewed differently by different riders, and it’s important to note that frame compliance varies proportionally with frame size (and remember that I’m 1.73m tall, weigh 70kg, and ride a relatively small 52cm). Would a heavier and/or taller rider have a different experience? Maybe. But again, stiffness and weight still seem to me to have been the primary design objectives here, and frame compliance strikes me as falling further down on the list. Granted, switching to a more flexible seatpost and tires with more suppleness than the rather stiff-bodied Bontrager R3s of my test bike help, but there are limits to how much you can mask the inherent characteristics of a frameset. As is, the Emonda ALR wouldn’t be my first choice for a long day in the saddle on less-than-ideal road surfaces.

This isn’t to say that I wasn’t impressed with the Emonda ALR overall. I’m a big fan of aluminum bikes in general, and I’m definitely excited to see Trek (and others) devoting more attention to the genre. The Emonda ALR is light and stiff, and an unquestionably good value from a mainstream brand. Privateer racers will unquestionably find much to like here, as will anyone prioritizing stiffness and low weight, and living in areas with good-quality roads.

But just as perpetual motion machines, fountains of youth, and fusion reactors are still the stuff of folklore, the Emonda ALR isn’t quite a tale of getting true carbon fiber performance at aluminum pricing. If you enter into the arrangement with realistic expectations of what you might be getting, you’ll probably be happy with it. And as always, a test ride is probably a good idea before signing on the dotted line.

As much as some of us might like to believe otherwise, material properties are what they are, and as good as the Emonda ALR is, you still don’t get something for nothing.

www.trekbikes.com Disclaimer: Trek provided flights, accommodations, and loaner equipment for this event, and has previously advertised on CyclingTips.

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win\"}}\u0027>\n \u2018i tried, i gave everything:\u2019 poga\u010dar mulling over missed opportunity for giro d\u2019italia stage win\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"review: testing the colnago g4-x at the traka 360","url":"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/colnago-g4-x-review\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/colnago-g4-x-review\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: testing the colnago g4-x at the traka 360\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/gravel\/gravel-gear\/colnago-g4-x-review\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"review: testing the colnago g4-x at the traka 360\"}}\u0027>\n review: testing the colnago g4-x at the traka 360\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"results: pete stetina and karolina 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Trek Emonda ALR 5 Review: A Good Bike for the Tough Terrains

• By Daniel Shakibaie
• Road Bike , Trek Bikes

The Trek Emonda ALR 5 is not an expensive carbon bike but the type of bike that would navigate the rough terrain with ease. 

Not to mention, Emonda ALR 5 is the bike that will also easily fend off any kind of weather. 

Whether it’s a sunny day or a downpour, the Trek Emonda ALR will remain reliable and won’t render itself useless due to nature’s worst. 

As an endurance bike, the Trek Émonda ALR 5 has everything that a cycling enthusiast needs – hydraulic disc brakes, front derailleur, rear derailleur, internal brake routing, control freak internal routing, internal cable routing, invisible weld technology, tapered head tube, sealed cartridge bearing, and Bontrager alloy.

We’ll be taking a look at the Trek Emonda ALR 5 in more detail here shortly. 

Before we do, we’ll talk about some of the things you may need to consider prior to purchasing a bike like Emonda ALR. 

Knowing what to mull over will help you whittle down your options for bikes while eliminating others due to a feature or con you might not be a fan of.

If you are looking for a bike that is lightweight but tough, easy to navigate, and worth using for those long mileage bike rides, Emonda ALR 5 might be a great choice for you. 

Now, let’s dive into the things you’ll need to consider prior to purchasing the Emonda ALR 5.

Things To Consider Before Buying A Bike

Not all bikes come in the same size. Some of them may be higher than others in terms of height. Before choosing a bike, you’ll need to know how tall you are. 

Obviously, taller people will need a bike with a higher seat height (and the opposite for those who are much shorter). Some bikes will even have adjustable seats that have different height levels. 

What terrain can it handle?

Choosing a bike might be tough. That’s because some will handle flat terrain and others can handle rocky, unpaved roadways (some bikes won’t do that). For bikes that handle rough terrain, the bike should have shock absorbers to ensure that it can take in as much shock as possible while you are riding off-road. 

Speed and Gears

Bikes come in different speeds or gears. Not to mention, some will have more gears than others. The more gears you need, the better the bike can handle challenging roads. Obviously, the bike with more gears can tackle steeper hills when the settings are right.

Features & Benefits

In this section, we’ll be explaining each of the features and benefits for the Trek Emonda ALR 5. 

Feel free to take as many notes as possible on any features or benefits that may stand out.

That way, you’ll know whether or not such features included are a dealmaker or deal breaker for you. 

Let’s take a look at what the Trek Emonda ALR 5 offers:

Starting with the frame of Emonda ALR 5, it’s made from ultralight 300 Series Alpha Aluminum. It’s tough as nails, so don’t let the lightweight allow you to mistake this as something weak. Because of its weight and tapered head tube it makes it very easy to navigate the turns and curves. 

Aluminum has proven itself time and time again as one of the most durable materials. Depending on the type, both the frame and the structure, can withstand plenty of shock and abuse. If you have owned a bike in the past that gets easily dented and scratched, you know how frustrating it can be. 

The suspension of the Emonda ALR is made from Emonda SL full carbon. It also has flat mount disc brakes, which are responsive and will allow your bike to come to a complete stop fairly quickly. The last thing you want is brakes that will take time for your bike to slow down.

Just squeeze the brakes as you slow down and you’ll come to a stop almost instantly. No screeching, delays, or unresponsiveness included. This also comes with a tapered carbon steerer, which allows you easy and more fluid turns. 

Plus, you have a suspension that is just as tough as the frame itself, which gives you incomparable ride quality. Durability is one of the most important things you’ll get out of a responsive road bike like this. 

The wheels of the Emonda ALR are Bontrager R1 Hard-Case Lite tires which offers you the benefit of control freak internal routing. These wire bead tires contain 60 TPI, which is pretty durable for a pair of tires that can handle all kinds of terrain. You won’t have to worry about these puncturing easy or losing air for no apparent reason. 

The wheels also come with sealed cartridge bearing, stainless steel spokes, Bontrager carbon alloy hubs for both the front and the rear derailleur, and a tubeless-ready rim for better performance. Simply put, these tires enclosed within the Bontrager carbon alloy are tough and will no doubt clock in plenty of mileage when you take this bad boy out for a ride throughout the year, giving you a superb ride quality. In addition, the wheels come with Bontrager blendr stem technology, saddle Bontrager montrose comp, invisible weld technology, and wallet friendly Bontrager alloy frame.

The Trek Emonda ALR 5 is an 11-speed bike. This will give you plenty of gears so you can be able to easily shift from one gear to the next with ease. Need to climb a steep hill? Adjust it to the right gear.

The chain is a Shimano 105 HG601, which is solid and can hold itself together while you switch in between gears. Depending on the size of the bike, the crank has a Shimano 105 R7000 crankset. It’s solid and can handle most of the sports biking activities that you can do on the Trek Emonda ALR 5. 

You could be at racing speed and blazing through the trails or just lightly peddling on solid ground like the side of a not so busy roadway. It’s durable, has great balance, and makes shifting between gears feel like a breeze on this comfortable bike. 

More: Pure Fix Bike Review: Is It A Good Bike To Have

For better braking performance, the powerful hydraulic disc brakes included in the Trek Emonda ALR 5 are the dependable Shimano 105 drivetrain hydraulic flat mount disc brakes. With a touch of the lever, you can be able to activate the Emonda ALR 5 disc brakes with ease so your bike can stop much quicker compared to the others. With the Emonda ALR 5 disc brakes you will not experience any grinding stops or delays in responsiveness. 

These Emonda ALR 5 disc brakes work perfectly for tires that are wider in size. Plus, you get better clearance with the Emonda ALR 5 disc brakes which means that the brakes won’t get into a lot of contact with the tires themselves. Too little clearance and you might risk doing damage to both your brakes and tires. 

What really makes the Emonda ALR 5 disc brakes brake levers stand out is that they are great for those with small hands. If you have larger sized hands, there are levers available in a different size you can easily replace. The Emonda ALR 5 disc brakes levers are easy to uninstall and replace, so you won’t have to worry about doing anything complex. 

More: Trek Checkpoint ALR 5 Review: Is It A Good Bike To Have?

Is the Trek FX2 Hybrid Bike Suitable for Tough Terrains?

The Trek FX2 Hybrid Bike, as per the trek fx2 review: affordable hybrid bike , may not be the most ideal choice for tough terrains. While it is designed to handle various surfaces, its features are more suitable for urban commutes and leisurely rides. For challenging off-road conditions, a more specialized and rugged bike may be necessary.

Social Proof

Now that we’ve laid out all of the features, it might be worth telling a few stories that past buyers have put together regarding the Trek Emonda ALR 5 . Below are a few testimonials based on the personal experiences of each user. These should help you determine whether or not if the bike might be a good fit for you or not. 

According to Paul in the UK, he uses the bike for commuting on a regular basis. And he has certainly put in a lot of mileage on it since he purchased. He said that the bike rides great and makes you want to see what’s around the corner. By the sounds of it, the bike rides like a dream and is quite nimble in its movements. 

This buyer in the United States had nothing but great things to say about the Trek Emonda ALR 5. It’s an excellent bike that is great for those new to riding sportbikes. Whether it’s a mountain bike or something that you can use for exercising purposes, this bike might just be the best choice for those who want to work out regularly. 

On top of that, they mentioned that it’s a high-quality bike that doesn’t break the bank. If you are looking for a high-quality bike that might be the best you can afford, this one, in particular, might be on your radar. 

The final testimonial we’ll be looking at is from Fred in Toronto. He pointed out that the bike wasn’t twitchy and didn’t feel unstable at all. Most lightweight bikes have a common issue where it “twitches” when it moves, leading to some imbalance. But not the Trek Emonda ALR 5.

Let’s take a look at some testimonials:

Alternatives

There are a few alternatives to the Trek Emonda ALR 5 that are available on the market. How do they compare to our feature product? We’ll make comparisons with three different models and how they differ from each other. 

Let’s start with the Trek Emonda versus the Emonda SL5:

Trek Emonda ALR5 vs Emonda SL5

On paper, both bikes are not so different in some ways. But where do they differ?  The answer is the frame. The Trek Emonda is a lightweight aluminium road bike but on the other hand, the Emonda SL5 has a carbon-based frame. Both are very durable materials and can take quite a beating.

More: Trek Madone Sl 6 Review: Is It A Good Road Bike?

$1,999 (ALR 5), $2699 (SL5) *Subjected to Supply Chain Issues

SL5 Features

• Aero tube design
• 500 OCLV Carbon Frame with Carbon Fork
• Flat Mount Disc Brakes

With its new aero design, you can go faster on the straights and the climbs. It also will provide you with nimble movements thanks to its lightweight, flat mount disc brakes, and durable carbon frame. 

Who Should Use It?

This bike will be perfect for those who want a little bit more speed. With the aerodynamic design, you can shave off personal best times if you are training for a competition. 

Comparisons:

• Aluminum frame (ALR 5) / Carbon frame (SL5)
• $1999 (ALR 5) / $2699 (SL5) *Retailer Prices May Vary

If you have a bit more extra cash and as a cycling enthusiast if you want something that is just as durable but can be great for more speed, this might be an excellent bike to go with. It’s also great for bikers who tend to be more into competitive sports than casual riding.

Trek Emonda ALR 5 vs Trek Emonda ALR 4

How does the ALR 5 stack up against an older version of itself? The ALR 4 has 10 speeds (the ALR 5 has 11). Also, the price difference for discs and rims are within hundreds of dollars apart. The discs and rims for the ALR 4 are priced at $1680 and $1360, respectively. The ALR 5 prices for discs and rims are $1890 and $1590. 

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$1,999 (ALR 5), $1533 (ALR4)

ALR 4 Features

• Invisible Weld Technology
• 300 Series Alpha Aluminum
• Direct Mount Rim Brakes
• Carbon Tapered Steerer

Like its newer counterpart, it’s light in weight and has the same aluminum frame that is tough like a tank. 

It’s a great bike for commuters and casual bike riders. Not really a competition class sportbike, but it’s great for cutting corners and navigating through obstacles. 

• $1999 (ALR 5) / $1533 (ALR 4)

While Trek no longer sells the ALR 4, they can be found elsewhere online. If you are looking for a bike that might have almost the same features, but want to save a little more cash this might be the alternative you’re looking for. 

Trek Emonda ALR 5 Disc vs Cannondale CAAD13

When pitted together, these two bikes look exactly the same in performance. But where they differ are different areas in geometry. The Cannondale has slightly more reach compared to the Émonda ALR 5 disc. 

Meanwhile, the head tube length is slightly larger on the Émonda ALR 5 compared to its CAAD13 counterpart. 

More: Discover the Best Recumbent Trike for Seniors On The Market

$1,999 (ALR 5), $2100 (CAAD 13)

CAAD 13 Features

• Ultralight SmartForm C1 Premium Advanced Alloy Frame
• Shimano 105 hydro disc group
• Hollowgram 27 Seatpost

Smooth handling, speedy, and very nimble are some of the qualities that people look in a race bike. This bike rides and glides like you are a pilot behind a fighter jet that’s ready for battle. These benefits are exactly what you need for when you want a race bike that was built for the competitions. 

This will handle flats and climbs even when time is of the essence in a race bike or while the training gets a lot more intense. 

It’s clear that this bike is used by competitive bikers. Whether you are new to the game or have a few long-distance races under your belt, this is the bike that can get the job done if you want to go fast, make overtaking your opponents with ease, and conquering those inclines with simplicity. 

More: Priority 600 Review: Is It A Good Commuter Bike To Have?

• Aluminum frame (ALR 5) / Advanced Alloy frame (CAAD 13)
• $1999 (ALR 5) / $2100 (CAAD 13)

Unlike the Émonda ALR 5, the CAAD 13 is not for the casual rider. It’s the kind of bike that will be perfect for those who want to compete at amateur bike races. If you can afford a bike for work and another for play, get both CAAD and Émonda ALR 5. If you are truly serious about your training, the CAAD is worth the investment. 

The Trek Emonda ALR 5 is the bike you need for when you want the best balance, a smooth ride, and durability that can withstand so many types of terrain. This is better served for sports bikers, but it has proven its worth as a great bike for people who tend to commute to and from work. 

Be it the best internal brake routing, internal cable routing, hydraulic disc brakes, front derailleur and rear derailleur, invisible weld technology, or tapered head tube with light mounts headset integrated – with Émonda ALR 5, you will get everything. This is the perfect bike for a few good reasons: One, it’s lightweight and makes it easy to navigate and make turns and corners with ease. Two, it’s an affordable solution for those looking for a bike without breaking the bank. 

While there are viable alternatives, the Trek Emond ALR 5 rises above the competition as one of the best multi-purpose sports bikes on the market. If you want a race ready ride on a bike with a comfortable stem size and ultra light weight don’t look beyond Emonda ALR 5. The bike’s sleek design comes with all the advantages and an exceptionally engineered disc brake version. The incredible handling of the bike gives you dependable shifting on its tubeless ready tires.

About The Author

Daniel Shakibaie

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Trek Emonda ALR long-term review

Matthew’s dream alloy eTap build

Matthew Allen / Immediate Media

Matthew Loveridge

Stunning finish, light and lively feel, low weight, intuitive eTap shifting

Disappointing SRAM brakes (later upgraded to Shimano Dura-Ace), firmer than expected front end

Trek’s Emonda ALR is the affordable aluminium version of its lightweight climber’s bike, a dainty alternative to the aero dreadnought that is the Madone .

Trek kindly lent me a frameset and I built it up with SRAM RED eTap and some choice finishing kit from Ritchey. Read on for full details of the build, my thoughts on how it turned out, and video of the bike in action.

• I want to build the world’s nicest Trek Emonda ALR
• Trek’s new Emonda ALR Disc is lighter than its SL carbon counterpart

Trek Emonda ALR long-term review update #2 — final conclusions

I chose the Emonda because I wanted to prove that alloy bikes can be beautiful, desirable things . I think I’ve succeeded.

The ALR passes the look-back test: when I’m walking away from it, I glance back over my shoulder, because it’s downright handsome and its svelte lines give me that fizzy feeling I look for in a bike.

It’s a bike that turns heads and one that people seem to assume is carbon thanks to its luxurious finish.

I’ve enjoyed using SRAM eTap too. While it’s now the ‘old’ version, it remains a very elegant design. I love the minimalism of a bike without gear cables and I really like the simplicity of the shifting arrangement — SRAM deserves kudos for taking a clean-sheet approach to the design rather than simply grafting electronic switches onto DoubleTap shifters.

I appreciate how easy it is to change gear from different hand positions too. In the drops, it’s possible to shift using your knuckles, which is handy on fast descents when you want to maintain a safe grip.

From the hoods, I sometimes click the shifters using my ring or little fingers when I’m climbing out of the saddle.

Incidentally, I’ve now had the opportunity to ride the latest RED eTap AXS groupset too (on a 1×-equipped bike, so I could only assess rear shifting) and, while there is a noticeable improvement to the overall smoothness of the shifting, it’s not night and day. The original eTap remains a bloody good groupset, one I’d happily have on my own bike.

Overall I’ve been very happy with my final build, but I’ve been mulling what I could have done differently.

I think if I were starting from scratch I’d choose a skinny round bar for a bit more front-end flex, and also because that way I could have fitted SRAM’s Blip remote switches, giving me an extra set of shift buttons on the tops.

Inertia meant I didn’t end up switching wheels, but a wider set of rims for more tyre volume would have made sense, and might have been a better match for the 28mm Veloflex rubber.

I didn’t have any particular issue with these tyres — and they look lovely — but I prefer lower pressures (60 to 70psi) and the supple ‘open tubular’ construction seems to favour old-school, tub-like high pressures.

At lower pressures the Veloflexes' soft sidewalls were a bit floppier than I’d like, something that’s noticeable with quick changes of direction.

I can’t really fault the Emonda for the money. It isn’t as good as a £3,000 superbike frameset but it punches way above its weight, and looks stunning to boot.

If I were changing one thing about it, I’d prefer a threaded bottom bracket for long-term ease of maintenance, but I didn’t have any problems with the BB86 press-fit. (As it happens, Trek has been making moves back towards threaded bottom brackets , although it remains to be seen if bikes such as the ALR will make the switch.)

I’m going to miss the Emonda ALR — it’s been an absolute pleasure riding a bike that so perfectly embodies the best qualities of aluminium as a frame material.

Trek Emonda ALR — the highs

The Emonda is born for climbing and that’s really where it shines. Heading uphill there’s little to distinguish it from a much more expensive (or carbon) bike. It’s lovely and stiff and, in this build, super light too.

I know I keep banging on about the looks, but that really is a major selling point for the ALR as far as I’m concerned.

The purple-flip frame is gorgeous and a sympathetic build lets it shine. I love the aesthetics of minimalist climbers’ bikes so that’s what I was aiming for when I chose a wireless groupset and low-profile wheels.

How your bike makes you feel is hugely important, and the Emonda feels special to me because I chose everything on it and built it exactly how I wanted.

Trek Emonda ALR — the lows

SRAM releasing a brand new version of my groupset in the spring cut me deep but, once I’d pulled myself together, I remembered that first-gen eTap is still great.

From a riding perspective, my lowest point was likely the 100km ride I did in March. It came after I’d been off the bike for months for family reasons and, as a result, I was woefully unprepared for the 1,700m of climbing.

Not even the Emonda’s ultra-low gearing could save me, and I fell apart like cardboard in the rain.

The bike itself hasn’t suffered any real problems. A minor shifting issue was easily resolved, while a spot of creaking under load was cured by a judicious application of grease at the rear dropouts.

Previous updates continue below.

Trek Emonda ALR long-term review update #1

It’s been a quiet month for the Emonda between time away and unpleasantly damp weather, but I’ve taken steps to address my one real concern with the bike: the brakes.

The rather generic looking S-900s, SRAM’s sole direct-mount offering, have proved to be a disappointment. That they’re a non-series option perhaps reflects the fact that even SRAM doesn’t consider them groupset-worthy — I certainly don’t think they’re RED-equivalent and I’ve been wanting to replace them since my first ride on the ALR.

My disregard for brand purism should be pretty clear by this point, so I’ve doubled down with it and fitted a set of Dura-Ace R9100 brakes in place of the S-900s. Yes, I’m trolling you. Shall I get some Campagnolo wheels to complete the effect?

The Dura-Ace brakes (product codes BR-R9110-RS and BR-R9110-F if you’re geeky about that sort of thing) are near enough exactly the same weight as the S-900s at 300g, but it’s not mass I care about here.

I haven’t had the chance to test them out properly on the road yet, but even on the workstand it’s obvious that they’re much stiffer, with a more defined bite when you pull the levers gently and less visible flex when you squeeze them hard.

From a pure vanity standpoint, they’re also much nicer looking than the SRAMs, even if they do clash horribly from a brand perspective.

Brakes aside, I’ve not changed much on the Emonda, and while I’m still vaguely mulling wheel options, I don’t feel compelled to make any more big upgrades for the time being.

My most memorable ride on the bike so far was a hilly 56km in the wonderful and aptly-named Peak District. Not far, I hear you cry! But somehow that distance took in almost 1,100m of climbing, vindicating my decision to choose very low gearing.

I’m looking forward to putting more miles on the lovely purple ALR, watch this space.

Trek Emonda ALR build and spec — original post

I’ve already taken a detailed first look at the Emonda ALR’s frameset which you can read here . Suffice to say, it’s made of metal and it’s a very lovely looking thing. At 1,203g including its hanger, cable guides, bottle-cage bolts and seat collar, it’s also reasonably light.

I chose to build the ALR with SRAM RED eTap because I’ve long wanted to get to know the groupset properly. I love the clean-sheet approach SRAM took when it went wireless and I was hugely impressed when I first tried eTap, but I wanted to spend more time actually using it day-to-day.

I opted for super-low gearing by road standards because experience tells me that I wouldn’t regret it — I’m no gear masher.

Of course, since building this bike, SRAM has launched its updated RED and Force eTap AXS 12-speed groupsets. When the news broke I immediately started feeding the Trek into the nearest woodchipper but then I remembered that the bike industry launching new products doesn’t actually render my current kit unrideable .

Incidentally, SRAM doesn’t make a RED direct-mount rim brake, instead it offers the non-series S-900, so that’s what I went with. More on those later…

Finishing kit: Ritchey riches and a hot mess of other things

I chose Ritchey finishing kit because it’s consistently impressed me with its feel and finish.

The WCS Carbon Streem bar is particularly nice (and expensive), with slightly swept wing-profile tops that are very comfortable.

The one issue it presented is that I couldn’t figure out a neat way to mount eTap Blip shifters on the tops as I’d originally intended, so I ended up not using them.

The FlexLogic seatpost is similarly attractive and has a flippable head which gives you a wider-than-normal range of setback adjustment.

The rest of the build is a bit of a parts bin special, using components I had lying around.

The low-profile Shimano Dura-Ace C24 clinchers are an old favourite, albeit ones that are looking a bit dated with a narrow rim profile. I’ve also mislaid the matching skewers, so the bike is currently wearing a set of FFWD QRs.

The saddle is a Specialized Power which, after many, many miles, I still can’t decide if I prefer over my old love, the Romin. Oh, and I had to have tan-wall tyres, because of course I did .

So yes, it’s a SRAM-equipped bike with Shimano wheels and mismatched accessories. Purists, avert your gaze.

Trek Emonda ALR full specification

• Sizes (*tested): 50, 52, 54*, 56, 58 60, 62, 64
• Weight: 7.0kg (including pedals, two bottle cages, Garmin out-front mount)
• Frame: Emonda ALR Ultralight 300 Series Alpha aluminium, Invisible Weld Technology
• Fork: Emonda full carbon
• Shifters: SRAM RED eTap
• Derailleurs: SRAM RED eTAP
• Cranks: SRAM RED 50/34t
• Wheelset: Shimano Dura-Ace 9000 C24 clincher
• Tyres: Veloflex Master 28mm
• Brakes: SRAM S-900 direct-mount
• Bar: Ritchey WCS Carbon Streem 40cm
• Bar tape: WCS Race
• Stem: Ritchey WCS C220 100mm (later changed for 120mm)
• Seatpost: WCS Link Carbon FlexLogic seatpost 27.2×350mm
• Saddle: Specialized Power
• Pedals: Speedplay Zero Stainless
• Accessories: Arundel Stainless bottle cages

Trek Emonda ALR geometry

• Head angle: 73.0 degrees
• Seat angle: 73.7 degrees
• Chainstay length: 410mm
• Seat tube: 540mm
• Top tube: 543mm
• Head tube: 155mm
• Bottom bracket drop: 70mm
• Wheelbase: 981mm
• Stack: 555mm
• Reach: 381mm

Why did I choose this bike?

I’ve been boring people about how good aluminium bikes are for a while now, so it felt like it was time to put my (hypothetical) money where my mouth is.

I really liked the Emonda ALR when I reviewed the first generation model a couple of years ago so the news that there was an updated model designed for my beloved direct-mount brakes got me all in a lather.

I cleave naturally to spindly climber’s bikes rather than rolling billboard aero machines. I’m not built for speed on the flat and my weight means I get blown around on deep section rims anyway.

The fact that the Emonda is sold as a frameset (as well as complete bikes) and comes in a gorgeous purple-flip paint option was very much the cherry on top.

Trek Emonda ALR initial setup

Building a bike with eTap was a welcome novelty. With the derailleurs and shifters bolted on, it’s a process that’s more akin to pairing a Bluetooth speaker with your phone than conventional cable routing. Only the rear brake cable needed to be fed through the frame.

I did manage to break the tiny support shim that sits behind the front derailleur with what I thought was minimal force, but otherwise it was largely trouble free.

I cut the fork to allow for 30mm of headset spacers and with 20mm under the stem, I haven’t seen fit to move it up or down so far.

My intention was always to take advantage of the clearance the Emonda’s direct-mount brakes offer to fit decent sized tyres, and I’ve been running those lovely 28mm Veloflex Masters at around 60psi front / 70psi rear.

I actually set the bike up with latex tubes initially, but immediately destroyed one through incompetence and latex’s preternatural ability to get trapped by a tyre bead. That leaves me with a butyl tube at the back and latex one up front, a sort of rubbery mullet setup that probably won’t ever catch on.

Emonda ALR ride impressions so far

The new ALR is the same taut, lightweight machine I remember and with this dream spec, it’s properly lively. Climbing on a bike as light and stiff as this is a delight and my choice of gearing means I can winch up the nastiest of inclines.

I don’t know if it’s my memory playing tricks or the fact that I now live somewhere with pretty awful roads, but the ride quality isn’t exactly what I was expecting.

The Emonda ALR’s back end is delightfully smooth but the front is firmer than I recall, enough so that on fast descents with a bit of broken tarmac I’ve found myself holding back ever so slightly to maintain composure.

I’m honestly not sure why this is. Was my choice of super-stiff aero bars a mistake? Am I going soft? I need more time to work this out.

I also need to check my hanger alignment because my shifting seems to be very slightly out, but overall the eTap groupset has been a delight so far. The two-paddle shifting is very intuitive and I get on well with the shape of the hoods.

I’m genuinely disappointed with the brakes however. My experience with Shimano and Campagnolo direct-mount calipers has been nothing but positive, but the S-900s feel like a phoned-in afterthought.

Even leaving aside the generic looking finish, a squeeze of the lever produces visible caliper flex and they just don’t have the solidity and modulation of, say, Ultegra direct-mount brakes. I expected better, SRAM.

If it sounds like I'm feeling negative towards the Emonda, don't get me wrong. It's a delightful thing and I'm very much looking forward to putting more miles on it.

Trek Emonda ALR upgrades

While I’m very fond of the Dura-Ace clinchers, a wider, more modern set of wheels would be an obvious upgrade and could add a smidge more comfort. If I do upgrade, I’ll stick with something fairly low profile as I feel it suits the aesthetic of the bike.

The biggest surprise with my build has been those S-900 brakes. They’re remarkably bad and, in keeping with the parts bin theme, I’m very tempted to swap them for Shimanos, although I’m not certain if the lever pull would be optimal.

Should I mix groupsets? Should I seek out some ridiculous weight weenie specials instead? Let me know your thoughts in the comments.

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Is Trek Emonda ALR 5 Worth Buying? [Trek Emonda ALR 5 Review]

Table of Contents

Trek Emonda ALR 5

• Price : $2299
• Category : Road Bikes
• Frame : Ultra-light 300 Series Alpha Aluminum
• Gear : 2×11
• Tires : 700x25c

What we like about it: The   advanced alloy frame has the sleek look and maneuverability of a carbon bike.

What we don’t like about it : The overpricing.

Rating: ( 4.6/5)

Introduction

“The Trek Emonda ALR 5 is like a black sheep with an extremely fierce sense of aggression.” This is the most intuitive compliment from the famous photographer Mike about it. Yes, this bike has a tough performance and no small amount of provocative flair. Therefore, if you’re currently looking for a bike that’s light enough and looks cool, maybe you should try the Trek Emonda ALR 5.

The lightweight 300 Series Alpha Aluminum frame with shaped tubes and invisible welding technology gives the Trek Emonda ALR 5 the same look and maneuverability as a carbon vehicle. Meanwhile, the colorful shape gives it the confidence to conquer teenagers, and the Emonda SL carbon fork has extremely strong damping capabilities. Whether it’s a flat road or a thorny gravel singletrack, it will deliver a performance that will satisfy you.

We have been reviewing the Trek Emonda ALR 5 for two months. To make the results informative for you, here we elaborate on the Emonda ALR 5’s performance on the bike, its key features, components, and specifications, as well as the other versions of the series. If you want to know more about the other versions of the Emonda ALR 5, please refer to our review.

T rek Emonda ALR 5 General Riding

The most attractive aspect of the Trek Emonda ALR 5 is its cool appearance. 300 Series Alpha quality aluminum is hydraulically pressed into a specific size frame, achieving the perfect balance between stiffness and weight. At the same time, the Bontrager Verse Comp saddle provides the cyclist with the right seating position for riding. The complete saddle cutout minimizes soft tissue stress for extreme comfort and efficient riding.

The first location we chose was a flat section of the road inside Whistler Mountain Bike Park, where invisible welding technology greatly improved comfort during the ride. At the same time, I was able to easily maintain a comfortable riding position on the winding ascents. Because the reliable Shimano 105 drivetrain gave me the confidence to move forward, and even after a three-kilometer sprint, I didn’t feel overworked. This was due to the reliable traction given by the drivetrain. But for my personal preference, the 2x is still perhaps a bit out of date, and it took me a long time to find the right speed gear.

Of course, I have to admit that the Trek Emonda ALR 5 is the best bike in its class when it comes to speed. Because the 700x25c Bontrager R1 Hard-Case Lite tires keep the bike extremely stable even at speed. Of course, if you’re looking for more speed Emonda ALR 5’s optional 28c size might be a better choice for you, as the taller tires will be more stable.

Worth mentioning is the seat tube angle of the Emonda ALR 5 (74.6°), the steep angle allows me to better go uphill and distribute my full body weight evenly without getting into a rollover accident. During the long ride, I left my fellow photographer Alex far behind.

Trek Emonda ALR 5 Gravel Riding

As an off-road bike, its home turf is the gravel section. How does the Emonda ALR 5 perform? Two months of riding tell me that “the Emonda ALR 5 is a fierce conqueror”.

We conducted several tests on the flowing singletrack trails in the topsoil unevenness. Therefore, the biggest feeling was that the Bontrager R1 Hard-Case Lite is perhaps the most adaptable presence for off-road riding. Also, the prominent aramid beads on the surface provide a strong grip for the Emonda ALR 5, and the large, wide tires maintain a steady driving forward speed.

The Emonda SL fork is made of carbon. So it is lighter and has a damping capacity unmatched by aluminum. In addition, the 100mm travel fork moved up and down in the ascent and descent sections, setting up for the next sprint.

Of course, you can’t underestimate the Shimano 105 hydraulic discs either. Compared with the previous generation version it has made a new upgrade, the new flat-mounted disc brake is more elegant, lighter, and smaller than the traditional disc brake. Even on slippery snow, it is capable of fast and responsive braking operations.

Main Features

My first impression of Emonda ALR 5 is the cool technology. The revolutionary welding technology creates a better connection with each pipe joint, saving a lot of material while increasing strength.

But the body material may attract some people’s complaints. Because the aluminum material is indeed no way to compare with Trek’s main oclv carbon. But considering its excellent enough price, it is acceptable at this point.

However, it is satisfying that the Émonda ALR 5 is available in a wide range of body colors: Purple Abyss, Slate to Trek Black Fade, and Matte Grave. Accordingly, these may be to meet your individual needs.

The geometry of the Émonda ALR 5, as a stealth configuration, shows that the geometry figures are the result of many considerations and it does prove to be comfortable enough. Its seat tube angle was chosen to be relatively steep (74.6°), so the rider can better distribute the weight on the bike when going uphill.

Moreover, considering that the wide 29er tires of the Emonda ALR 5 can cause unstable steering, Trek Émonda has chosen a shorter distance (72mm) and a shorter wheelbase length (974mm) for the BB center of gravity. Therefore, this compensates for the lack of responsiveness in cornering and gives you ultimate control of the body in sharp corners.

Component s and  Specifications

Drivetrain: shimano slx m7100, 12-speed.

I’ve always had great confidence in the Shimano brand, and I have strong expectations and trust in it. First of all, the 1x system is standard on mountain bikes, which does away with overly complicated speed shifting and allows for silky smooth speed adjustment with just a single-hand turn of the slider. Secondly, the simple pipe connection system makes your installation and adjustment easier and more convenient. Finally, the 11-Speed adjustment system is sufficient for me. Of course, if the next version of the upgrade can choose the 12-Speed configuration may be more attractive.

Fork: Émonda SL Full Carbon

The carbon fork is the biggest highlight of the Trek Émonda ALR 5. It has a better damping ability than aluminum alloy, while still maintaining a lighter size and weight. Identically, the excellent damping makes it provide a smooth enough riding experience even on gravel-spreading paths. Even on the gravel-filled road, I did not feel any violent vibration because of this bumpy section of the road.

Brake: Shimano SM-RT70

Shimano brand disc brakes are also quite good in my mind, providing better, more responsive, and swifter braking ability than mechanical brakes. Also, it is made of a sturdy brake lever design that provides extra support for the ride and ensures that it stays smooth enough on descending sections. Absolute stability is maintained even when you’re facing a rough mountain ride. This was also evident in the middle of my group endurance race last week.

Tires: Bontrager R1 Hard-Case Lite

As Trek’s ace series, the Bontrager R1 Hard-Case Lite tire is tailor-made for the Emonda ALR 5. Because it allows the Trek Emonda to deal with all obstacles on gravel-laden trails. Certainly, thanks to its 700x25c tire size it is guaranteed to maintain the ultimate stability in fast driving. At the same time, it crushes all dead branches and debris like a pair of hard horseshoes. So you don’t have to worry that it will cause problems in steering because of the overly firm tires. Accordingly, the short wheelbase and the rear fork length of the Emonda ALR 5 make up for this, giving it a reliable wheelset and responsive steering.

Other versions of Trek Emonda ALR 5

To give you more options, we have tested the other models of the Emonda ALR 5 objectively and impartially and for a certain period. This includes the Trek Emonda ALR 4.

Compared to the Emonda ALR 5, its predecessor had a heavier body build. Because 19.9lbs for the Trek Emonda ALR 5 and 20.6lbs for the Trek Emonda ALR 4.

At the same time, the Trek Emonda ALR 4 has a lower grade Tiagra in the choice of the groupset, so the bumps on the yellow sand road were noticeable in our ride. And it’s not as fast as we thought it would be (36mph), which might not be able to stand alongside the Trek Emonda ALR 4 in a small race.

If price is not your main consideration, then I would recommend the Trek Emonda ALR 4 for better performance and a better ride.

What we like about it?

1. A wider choice of colors is sufficient to meet the needs of individual consumers.

2. The lightweight 300 series of Alfa aluminum body brings a cool appearance.

3. Trek Emonda SL carbon forks absorb road bumps for you.

4. Reliable shifting with a full 2×11-Speed Shimano 105 drivetrain for worry-free travel.

What we don’t like about it?

1. More expensive price.

2. The 2.2x system brings complexity to speed regulation.

• What is the price of the Trek Emonda ALR 5?

The price of Trek Emonda ALR 5 is $2299.99.

• What is the body material of Trek Emonda ALR 5?

The Trek Emonda ALR 5 body is made of aluminum.

• What are the tires on the Trek Emonda ALR 5?

The Trek Emonda has 700x25c tires.

Size chart for Emonda ALR 5

Trek Emonda ALR 5 Specs

Comparison T able

Trek emonda alr 5 vs cannondale caad13 105.

We found that the Cannondale CAAD13 105 has a definite advantage in terms of speed in the actual measurement. This also means that perhaps the latter would have a better performance if it were in an official race. However, in my actual riding, I prefer to hold the compact Bontrager Comp VR-C handlebar of the Emonda ALR 5, which gives me more flexibility in control.

However, the 2x drivetrain is a common configuration for both. One might think that a too-complex speed control system would create a greater hindrance to travel. But, in the actual ride, we found such details can be neglected. Because the adjustment operation on the shifting does not bring a lot of trouble to the car travel.

If you want more flexibility, I think Emonda ALR 5 would be the option to try.

Learn more : Is Cannondale CAADX 1 A Good Bike? [Cannondale CAADX 1 Review]

Trek Emonda ALR 5 vs Scott Speedster 20

At the beginning of the review, I noticed that the Scott Speedster 20 has a relatively heavy body size. So if you encounter an impassable roadblock it will take a lot of effort to carry. For this reason, I would prefer the Emonda ALR 5.

In addition, the 2× drivetrain is not abrupt for the price point set by the Scott Speedster 20. But it is also important to note that it has opted for a more backward mechanical disc in the selection of brakes. As a result, it is perhaps not as good in terms of braking as the hydraulic discs fitted to the Emonda ALR 5.

So, the Scott Speedster 20 is a good practice bike for new enduro racers. But if you are looking for a more extreme driving experience maybe the Emonda ALR 5 is more suitable for you.

Trek Emonda ALR 5 vs Canyon Endurace WMN CF SL Disc 7.0

Canyon Endurace WMN CF SL Disc 7.0 has chosen a more advanced carbon structure for the selection of the body frame. So, it will be lighter and more responsive, and the damping effect will be better.

However, it should also be noted that the Canyon Endurace’s body cockpit is too dull and not adjustable enough, and does not have a high degree of freedom of adjustment like the Trek Emonda ALR 5 will have. Therefore, the Canyon Endurace will look particularly awkward.

So, if you are an obsessive carbon fan, then the Canyon Endurace WMN CF SL Disc 7.0 will meet all your expectations. But if you don’t have a lot of ambitions in this area, then the Trek Emonda ALR 5 will be the best choice for you.

Learn more : Is Canyon Endurance 8 Disc Worth Buying? [Canyon Endurance 8 Disc Review]

Trek Emonda ALR 5 vs Specialized Tarmac SL6

The Specialized Tarmac SL6 follows the trend of the times and is made of high-quality carbon. This does ensure better sturdiness and a lighter riding experience. But at the same time, it also means that Specialized Tarmac will have a higher price tag. This is also a factor that must be considered.

In terms of tires, Specialized Tarmac has chosen slimmer tires, the slimmer 700x26mm tires will help greatly in riding speed. This is why it has an unparalleled advantage in speed.

However, compared to the Trek Emonda ALR 5, which has 700 x 25c, the Trek Émonda ALR 5 will be more outstanding in terms of rolling speed.

Not only that, but the Emonda ALR 5 will be more friendly in terms of price. And the premium Shimano SM-RT70 braking system also allows you to ride with confidence on more terrain. Accordingly, you don’t have to worry about the brakes not being sensitive enough and causing some irreparable damage.

If you want more responsive braking and more flexible handling, you can try the Trek Emonda ALR 5.

In case, the above comments are helpful to you, please remember to share the subscription. Have a great day!

Learn more : Top 8 Best Road Bikes Under $3000

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Trek Emonda ALR Disc 5 review

Trek has launched an updated aluminium bike in 2018. The new Trek Emonda ALR is a super lightweight machine that rides really well

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Trek has raised the game in my eyes when it comes to aluminium and offers something truly amazing for £1,750. Aluminium has never looked so good and a disc-brake bike weighing in under 8kg is just what you need.

Quality feel

Handling not as sharp as rivals

You can trust Cycling Weekly. Our team of experts put in hard miles testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

An entrant for the second year in a row is the Trek Emonda ALR. It still performs incredibly well for the price and looks totally badass, especially for an aluminium bike. Trek has done an amazing job with its welds, the ride and the price and that is why it is in Editor’s Choice again.

Has Trek helped make aluminium sexy again? Well, I'm my eyes it has – just look at how good this bike looks! It has turned many heads, even in this black colour way. I'm just upset I didn't get the shiny purple colour in the Trek Emonda ALR range.

Trek call its new bike "lightweight aluminium perfection" and it is hard to disagree with that statement, especially as the disc brake-ready frameset weighs a claimed 1,131g for a 56cm, and the 52cm build you see here only weights 7.8kg – possibly even claiming the title for the lightest aluminium bike on the market currently.

>>> Aluminium road bikes: five of the best

This is very good for a sub £1,800 bike, great for an aluminium bikes, let alone one with disc brakes.

Part of this weight saving is down to what Trek claims is its most optimised structure ever which, via hydroforming, has allowed the  Trek  engineers to manipulate, stretch and design complex shapes from the 300 series Alpha aluminium.

This itself is said to offer great ride quality as well as a strong structure and a carbon-like aesthetic. It also means that each tube can fit to its neighbour perfectly, resulting in less material being required around the welds – thus saving weight without losing strength at the joins. This is where its slender 7.8kg comes in.

What makes the bikes look like carbon is what Trek call its “Invisible Weld Technology” and it ultimately increases the surface area of the frame which adds to strength and cuts down weight.

I rode the purple piece of perfection (called purple flip) in Waterloo, Trek's base at home. Get up close and you can really see that Trek has done a stellar job at making the Trek Emonda ALR as close as an aluminium can be to looking like carbon. It really does look that good.

I have the black version here, which comes in Trek's Emonda ALR 4 guise, but it's been built up with Shimano 105 hydraulic disc which means it is really the Emonda ALR 5 – the frameset stays the same. It still looks great though and on our industry ride from the Cycling Weekly office the other day, it turned a lot of riders' heads, followed by a "no way!" when I told them the price.

Trek Emonda ALR: the ride

My lasting memory of the Trek Emonda ALR was a good one. I got to ride the Emonda ALR 5 disc for 60 or so kilometres around Trek’s home in Waterloo, Wisconsin. On relatively well paved roads on a very warm summer’s evening the bike performed amazingly well and did one thing that I like for an aluminium bike: that is to not to ride like an aluminium bike. But did the Emonda ALR live up to it at home on UK roads?

I think so!

What I like the most here is that you are getting the best from the brakes and the best from the tyres thanks to the clearance, without the weight penalty that a sub-£1,800 bike would normally give.

Right now the lanes are in pretty poor condition and it was no issues on the ALR: those chunky 28c tyres cushioned the road well enough and the frame did a fantastic job at reducing the buzz. Look at those slender and long rear stays with no brake arch to help compliance!

The geometry is based on Trek’s H2 formula, which gives a more relaxed fit. It basically means the front of the bike is slightly higher in a more endurance style. H1 is more aggressive and racier and can be found on the Emonda SLR, the top-end carbon version of the bike raced by the pros.

This slowed the bikes handling down a little and is where I'd say the Cannondale  CAAD12 performs better. If the endurance market is where Trek wants the bike to be aimed, then it has got it right, but compared to the Cannondale it doesn't feel as fun.

It does, however, ride better than its rival and for the price, weight and spec (yes, you can get Shimano Ultegra mechanical around this price point) it's pretty unrivalled thanks to the performance of the new Shimano 105 disc brake groupset.

Braking is effortless, shifting is quick and precise, more so than the previous version of 105, and you don't get much of a weight penalty for it.

Ultimately the Trek Emonda ALR is a great bike for those looking to get a ride on the well equipped machine that rides more like carbon than aluminium. For an aluminium bike it feels assured and comfortable which is one thing that this material in particular can struggle with and it looks great!

Buy now: Trek Emonda ALR Disc 5 from Rutland Cycles for £1649.99

Trek seems to have got this right with the Emonda ALR: is this aluminium making a strong comeback once again? It seems so.

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Symon Lewis joined Cycling Weekly as an Editorial Assistant in 2010, he went on to become a Tech Writer in 2014 before being promoted to Tech Editor in 2015 before taking on a role managing Video and Tech in 2019. Lewis discovered cycling via Herne Hill Velodrome, where he was renowned for his prolific performances, and spent two years as a coach at the South London velodrome. 

His last two teams folded at short notice, but Rob Scott will return to the Lincoln GP this weekend after spending months working full time as an electrician

By Tom Thewlis Published 10 May 24

Cavendish took his 164th career win to move past Mario Cipollini in the all-time win ranking

It was debuted at Paris-Nice, along with Visma-Lease a Bike's Giro Aerohead. Both will be present at the Giro d'Italia on Friday

By Adam Becket Published 10 May 24

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• Rider Notes

2022 Trek Émonda ALR 4

An aluminum frame race bike with mid-range components and hydraulic disc brakes.

Manufacturer Price

Émonda ALR 4

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Based on frame geometry and build specs.

A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

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174cm – 180cm

• 184cm, size 58cm, Just right
• 192cm, size 60cm, Just right

Nov 2023 · Charlotte Head

Hill climbers push their bikes to the extreme and this Trek Émonda is the perfect example, slimmed down to an

Read Review

Dialed geometry, smooth welds, and an excellent ride feel add up to make the latest aluminum Émonda ALR a great alternative to pricier carbon bikes.

A great riding aluminum frame with dialed fit and geometry

Mostly easy to service, adjust, and upgrade

Official max tire clearance is 28mm

Through the headset cable routing

Jun 2023 · Mat Brett

Recently updated road bike has Kammtail aero tubing and internal cabling and comes with Shimano’s 105 groupset

May 2023 · Simon von Bromley

Trek’s latest aluminium Émonda offers premium performance at a great price

Smooth ride quality

Confident handling

Easily customisable

Shimano 105 groupset continues to impress

Wide range of sizes

Low-end tyres slow the bike down

Uninspiring wheels

Aug 2020 · James Bracey

Trek's latest GC/climbing bike has undergone an aero transformation, but has it helped?

Efficient power transfer

Excellent handling prowess

Compliant ride

New SL frame has lost some of the excitement of the existing Émonda

Heavy for a 'climbing' bike

Jul 2020 · Dan Cavallari

OCLV 800 launched with Trek's feathery Émonda, but now the brand's flagship aero bike gets this lighter, stiffer carbon — along with a T47 BB.

Have you seen Bontrager’s new Aeolus carbon wheel lineup? Spanning the gap between budget and race ready, the aerodynamic hoops are the perfect complement to another new Trek product launching today – the all new Émonda. Fans of super light, efficient climbing bikes needn’t worry. The Émonda is still as light as ever, but now […]

Jun 2020 · Benjamin Topf

With Trek's completely revised 2021 Émonda SLR 9 eTap, the American brand's lightest frame goes into the 3rd generation. Have Trek managed to design an aerodynamic climbing specialist that performs just as well on flat terrain? How does it compare to the Madone? Our first ride review includes everything you need to know about the brand new bike!

Light-footedness and speed in every situation

High precision

Race-level stiffness when attacking

Coherent overall concept

Tidy look with excellent attention to detail

Race-level stiffness all the time

Last updated 4 May

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Specialized Allez Sprint vs Trek Emonda ALR — which aluminium race bike will win this epic showdown?

First Published Apr 22, 2023

A few years ago, it looked like alloy bikes were all but dead; however, in 2023 they still represent a very real and very competitive alternative to carbon.

With Trek’s latest aluminium road bike  release a few weeks ago, the third generation Emonda ALR, two of the biggest brands in cycling, Trek and Specialized, now have bang-up-to-date performance aluminium bikes . But which is best? Here's a closer look at the weights, specs and geometry to help you decide which is best for you... 

Alloy bikes are back!

There was a point in time, roughly five years ago, when carbon performance machines were getting cheaper and cheaper. Having an aluminium bike often meant sacrificing either aerodynamics, weight, comfort, tyre clearance or in some cases a combination of all of the above!

> Opinion: "Aluminium frames are the work of the devil"

However, in the last few years, we’ve since seen a resurgence of bikes made of metal and not just at the lower end of brand's ranges. I was so impressed with the recent development in alloy tech that when purchasing a bike for racing, training and filming on, I opted for this Specialized Allez Sprint.

> Staff Bikes: Jamie's custom Specialized Allez Sprint Disc

Trek, eager to not be left behind, has brought its Emonda ALR bang up to date with this third generation featuring Kammtail aero tubing and fully integrated cables.

Trek claims that it’s “affordable, ultra-lightweight and faster than ever”, but is it good enough to beat the Allez Sprint? Let’s find out if I should have waited before spending my hard-earned cash on an alloy superbike...

A closer look at the frames

> Best road bikes 2023 — find your perfect drop bar bike whatever your budget

Call me vain, but a big part of any of my bike purchasing decisions comes down to looks. I personally think it’s important to like what you’re riding. After all, morale will make a far bigger difference to your riding ability than most other marginal gains!

The Allez’ looks are perhaps not its strong point... just look at these welds! Specialized claims that “smartwelding” its hydroformed tubes together is both stronger and results in a lighter bike (more on that further down the page). 

> Your complete guide to bike frame materials — Should you choose carbon, steel, aluminium, titanium?

Trek, meanwhile, uses its “invisible” weld technology, Okay, ‘invisible’ might be pushing it, but the welds are certainly inconspicuous at first glance.

The welds at the bottom of the seat stays are noticeable if you go looking, but the head tube and seat tube junctions do look almost like carbon, which I guess is the impression that Trek is shooting for.

Integrated cables

Like them or loath them, both of the bikes now fully integrate their cables; however, from the factory both use very similar designs where the brake hoses and gear cables (if required) run under the stem, and then into the frame via holes in the headset bearing cover at the top of the head tube (as shown on the Emonda above).

They then pass through the upper headset bearing and then down the downtube to the mechs and rear brake.

This has both pros and cons. Both manufacturers claim an aero advantage, although neither specifies how much. We’d suggest in the region of 2-3 watts at 40kph, i.e. negligible for most riders. It does arguably look neater though…

Obviously, the negatives of such a design are going to be set up and serviceability. If your headset bearings need replacing, then that’s a few hours of yours or your mechanic's life that can't be got back! And the trickier routing will drive many riders to a bike shop.

If you’re looking for a bike that forgoes the additional hassle of integrated lines, then neither of these bikes is for you. I’d suggest keeping your eye out for a previous generation of either.

Tube shapes

As previously mentioned, Trek has moved away from its more traditional tube shapes and gone for Kammtail tubing, where the trailing edge of the tube is squared off. This should be more aerodynamic than the previous generation Emonda, but without a wind tunnel, we're unable to validate this claim. Which do you think is the prettier bike though? Let us know in the comments section below as always. 

The Allez also utilizes Kammtail tube profiles, perhaps to an even greater degree as the seat tube and seatpost are not round either. This means that on the Allez, you do have to use the proprietary seatpost which happens to be the same as on the Tarmac SL7.

Colour options

When talking about colour schemes, it’s the Allez that rules the roost. In the UK the Allez is available in four new colours for the frameset in 2023 (shown above) and a further two colours for the full bike. Add on the eight from last year that you can, at the time of writing, still find in shops, and you have a huge variety from subtle to proper garish. 

Trek, meanwhile, offers the latest Emonda ALR in four colour schemes two for the ALR 6 (shown above), and a further two for the ALR 5 including the blue and orange that we have. Even I can do the maths on that one, it's just four colour schemes for now. It has to be said that the two black ones are pretty similar.

Trek has moved the ALR bikes from their H2 fit to H1.5. Back in the olden days, Trek gave you the option of an aggressive H1 fit or a more relaxed H2 fit on its performance-focused road bikes. This new H1.5 splits the difference really, and is what you’ll find on both Madones and carbon Émondas too.

Trek calls this “an optimised race-specific geometry [that] puts riders in the right position for power while minimising aero losses”.

It has to be said, the geometry of both bikes is very similar. Both are designed to be low-slung race bikes to help you cut through the wind and flick through turns in a criterium race.

> How to read a bike geometry table: the numbers made easy

In a size 54cm, you’ll find that the Specialized has a 1mm longer reach, a 4mm lower stack height, and a 2mm shorter wheelbase. If anything then, the Allez is probably the slightly more aggressive bike; but it really is marginal and we’re splitting hairs.

Both bikes also handle very similarly. They have exactly the same headtube angle, which means the steering is all but identical, and just 0.3 degrees difference in seat tube angle means that you get the same level of twitchiness/high-speed stability out of both.

The bottom bracket drop is also very similar on both bikes (that’s the distance between the bottom bracket and an imaginary straight line between the wheel axles). This is often the difference between feeling that you’re sat on the bike or 'in' the bike. It’s 70mm on the Trek and 72mm on the Spesh, making you feel slightly more 'inside' the Allez, but again it's marginal.

If you haven’t gathered by now, the bikes are vastly similar in geometry, and the minor differences that there are can be easily counteracted with different bar, stem and saddle positions. Arguably the biggest difference that I’ve found is the standover height. It’s a whopping 21mm more on the Allez.

This does mean that for the same saddle height, you’ll get more exposed seatpost on the Emonda, which means there’s more space for it to flex. That results in good rear-end comfort, especially with a carbon post. 

So, to summarise, you can’t make a decision about which one is best for you based on geometry; but you should be aware that both are pretty aggressive and have the fast handling characteristics nailed. If you’re looking for something more relaxed, cruisy and arguably more comfortable, then you should look at something like a sportive or endurance bike . 

> 8 cheap ways to get a lighter bike — save a kilo or more

Let’s see if we can split the two bikes apart a bit more on the scales. Both claim to have a focus on weight, but this is still an area where you will get a performance advantage from carbon. That said, the bike industry is becoming more and more aware that weight isn’t all it’s cracked up to be unless you’re climbing mountains on the regular.

The framesets are easiest to compare. It's 1,257g for the Trek and then 406g for the fork. This is the painted weight. 

The Allez, meanwhile, has a slightly heavier 440g fork, but we weighed our 54cm frame at 1,198g (painted) so slightly lighter. That gives the Spesh a total weight of 1,638g and the Trek is 1,663g. It looks like we’re not splitting them here either. 

Tyre clearance and bottom brackets

One area that you will find a difference is with tyre clearance. The new Emonda has a claimed maximum tyre size of 28c, which is actually quite small compared to many recent bikes. The Allez, meanwhile, has a claimed 32mm clearance, so if you’re looking to ride around on larger rubber then there’s a clear winner in this regard.

Does this make a world of difference? Well for many riders, it won’t make the slightest bit of difference. You can still use many of the latest super-wide wheelsets, and most racers I know won’t touch anything wider than a 28mm tyre.

> How to choose the best width road tyres for your riding

For me though, this is a contributing factor. I now race on 28mm tyres, but during the winter I’ve been training on a set of 30mm wide tyres. I do have a sneaky suspicion that they would fit in the Trek, but it’s clear that the Allez is the more spacious of the two bikes.

Moving towards the bottom bracket area, and things once again get quite similar. Like on many of the recent bike releases, you’ll find a threaded bottom bracket on both. This is sure to stir up a conversation, but as far as comparisons go they’re pretty similar.

> Bottom brackets - get the insider info on your bike's beefiest bearing

Like all of the modern Trek bikes, the Emonda ALR gets a T47 threaded bottom bracket. Like many of the latest Specialized bikes, the Allez Sprint gets a threaded BSA. Is one better than the other> In my experience, no. They both do a very similar job: a bearing cup threads into each side of the frame, and each is compatible with just about every road crankset that you’d want to use, from Shimano Hollowtech to SRAM’s DUB spindles.

Oh and if you’re looking to purchase one of these as a winter race or training bike, then I’m afraid you might be disappointed. Neither has mudguard mounts. 

Prices and specifications

While all of the above features are very important, there’s obviously going to be one major factor determining most people's bike choice, and that is the price. 

So, framesets only first. The Allez comes in at £1,600 and that includes the seatpost, thru-axles and a few bits and bobs in the bag, but not as many as you might expect. You don't get grommets for fitting a Di2 electronic groupset, for example. 

The Trek, meanwhile, seriously undercuts that at £1,300; although you will need to factor in a seatpost, as unlike the Allez it doesn’t ship with one. Even so, a decent quality carbon seatpost to fit the standard 27.2mm frame will likely set you back in the region of £100, which still makes the Emonda £200 cheaper than the Allez. 

Trek says in its press release that "leaves riders with enough cash to spend on sweet new kits, race registrations and post-ride beers."

However, that’s not the end of the story. Most riders will of course want to purchase an entire bike rather than just a lump of metal. If that’s you, then you’ll be eager to hear that the new Emonda ALR comes in two build specs: the ALR 5 with a Shimano 105 R7000 11-speed mechanical groupset, Bontrager Paradigm SL wheels and a build weight of 8.8kg, and the ALR 6 that has Bontrager Paradigm Comp wheels, a Shimano 105 Di2 groupset and the same 8.8kg weight.

The ALR 5 build is now the lowest in the ALR range, because the ALR 4 has been ditched with this third generation. This means that complete bike builds start at £2,325 for the ALR 5, and the ALR 6 is £3,150. 

> Review: Specialized Allez Sprint 2022

Meanwhile, the one and only Allez complete build is very similar to the ALR 5. Once again, the 105 mechanical groupset makes an appearance, and we weighed our review bike at 8.74kg. It currently retails in the UK for £2,600 so once again a little more than the Trek.

Both of those builds are let down by the weighty wheels, and that’s why I’ve switched out the Allez wheels to the new Roval Alpinist SLX wheels. Look out for our alloy wheel super shootout including these very soon to find out the most cost-effective alloy wheel upgrades from the likes of Hunt, Scribe, Mavic and Fulcrum.

> 2022 Specialized Allez Sprint vs Tarmac SL7: which is best?

So which one would I have? Well, I’ve already got the Allez, and to be honest the Trek is so similar that there’s not a chance I’m going through the hassle of switching the frame out.

The latest Emonda ALR is, however, the first aluminium performance bike that I’ve ridden that can stand shoulder-to-shoulder with the Allez in terms of that get-up-and-go feeling.

Its geometry is excellent, as is the ride feel, so as long as you like one of the few colour schemes then the £300 lower price tag makes it a serious consideration. I do think that Trek has missed a trick with the tyre clearance only being 28mm but one thing's for sure... alloy is back!

Look out for our full review of the Trek Emonda ALR5, coming soon. Let us know which one is your favourite in the comments section below...

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Jamie has been riding bikes since a tender age but really caught the bug for racing and reviewing whilst  studying towards a master's in Mechanical engineering  at Swansea University. Having graduated, he decided he really quite liked working with bikes and is now a full-time addition to the road.cc team. When not writing about tech news or working on the Youtube channel, you can still find him racing local crits trying to cling on to his cat 2 licence...and missing every break going...

Add new comment

14 comments.

Golly chucksneed got a hard time for having an opinion.

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People who post with the intent of being a WUM do. You don't actually think they believe anything they write?

Hirsute wrote: People who post with the intent of being a WUM do. You don't actually think they believe anything they write?

I don’t know what a WUM is. I also wouldn’t know I should believe anything anyone writes. The point I made was as I stated, rhetorical is what it is. 

Dhill wrote: I don’t know what a WUM is. 

WUM is internet shorthand for Wind Up Merchant.

The reaction to Chuck's EM needs to be seen in the context of the pattern of his comments, not just this one in isolation.

Generally I find his comments easy to ignore.

I'm all for aluminum and steel as it can be recycled whereas carbon will just end up as landfill.

themuffle wrote: I'm all for aluminum and steel as it can be recycled whereas carbon will just end up as landfill.

landfill? Most local authorities are incenerating waste now, and generating electricity in the process. 

Draw would work for me. Not fond of either brand. 

Yet both will be outdone by a similarly priced, or even cheaper, carbon bike. 'Premium' aluminium bikes are a scam for people who want to tell everyone that they could have spent less and gotten a better and lighter bike, but chose not to

Or...alternative view. It's offering more customer choice of high end frame materials because lightness isn't the be all and end all you seem to think it is.  By your silly trolling definition (see what I did there) Mason and Kenesis and others shouldn't exist. 

As an owner of several carbon bikes including an SL7 I'm well aware of its properties but my winter hacks, both MTB and road, are metal. It's so much more resilient to abuse in the dark, wet, muddy months. I'm really happy that brands are providing us with well specced, preformance metal offerings even though they don't provide the value they once did. 

ChuckSneed wrote: Yet both will be outdone by a similarly priced, or even cheaper, carbon bike. 'Premium' aluminium bikes are a scam for people who want to tell everyone that they could have spent less and gotten a better and lighter bike, but chose not to

Well if you knew anything about bikes (which I think many of us here have established - YOU DON'T) The Trek Emonda SL5 which has an almost identical build from groupset to wheels is only marginally lighter than the Alu Emonda on test. It is also a grand more expensive. So the Alu Emonda is a very attractive proposition to anyone looking at the pricepoint it comes in at. 

You can also get some absoloutly terrible carbon bikes. Carbon Fibre isnt some wonderful magical material. It has its limitations and that is where the skill of the designers come in. That is why a cheap chinese open mold frameset can cost a few hundred and a top end Colnago/S-Works/Cervelo/Pinarello etc etc will cost you 10 times more. 

You also can get a brilliant Aluminium frame. This also can be said of steel and titanium. Its just a material and used right can make bike better than a carbon fibre one. 

What about the latest  CAAD?

This is a comparison of Specialized Allez Sprint vs Trek Emonda ALR, assisted by the fact that the reviewer owns the Allez Sprint. To find a review of the CAAD13, type "site:road.cc caad13" into an internet search engine such as Google. 

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Trek Emonda 2021 - ALR or SL

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Hi There From Switzerland and looking to change my 5 years old Canyon Endurace AL 6.0, the Trek Emonda seems to me to hit the right spot. The budget is what it is and the max I could afford is the SL 5. Maybe the SL 6 but the I don’t really see the benefit of the Ultegra groupset over 105. Another solution is to buy the ALR 5 or 6 and add a good set of wheels, like the Zipp 303s or DT Swiss ARC 1100. The open point for me is to understand if the carbon frame is really better than the aluminium one? And if yes, how and why? Cheers folks Sam  

For road/gravel, I ride 3 main bikes. 2 are aluminum and 1 is carbon. I think they are all great bikes, personally don't feel much ride difference between them if at all. On a good day I can set a PR on my aluminum road bike even though it's alloy and 8 years older than my carbon bike. But in your case... I believe the Emonda is supposed to be a first-rate climbing bike which should be light... so almost certainly the carbon one fits that bill better. Yeah, the components and wheels offset that... but your next upgrade down the line could be wheels. There are always good deals to be found.  

Thanks for your answer [emoji120] As you, i dont care about the frame material. The ride characteristics, the ride feeling I should say as the weight, is more important to me. The aluminium frame is lighter than the carbon OCLV 500 one ... if it’s more aerodynamic (but at my speed and I’m not riding at 40 km/h) or more comfortable, then I’ll take it. I’m riding mostly on ondulated, wavy roads and sometimes goes for a big alpine ride. And I want just a bike to ride everywhere, anytime.  

It will be an Emonda SL 5. Wheel upgrade in a few months, when the temperature will rise a bit. Should be here for the week-end.  

Interesting choice. I’d be interested to know the weight out of the box - you know, before pedals and accessories, but including saddle and bars.  

Good choice. Most of the pro riders on the Trek teams (men and women) use the Emonda, which is Trek’s lightest bike. Those riders have a choice of the Madone (go fast aero), Domane (all-rounder, Spring classics) and Emonda (tour, climber). Enjoy! Sent from my iPhone using Tapatalk  

It’s a size 54 and it weights 8.7 kg. I will change the tires for tubeless ready and mount it without tubes for sure in the next weeks. As it is now, and due to a miserable weather here in Switzerland (I rode 30 km yesterday with a medium temperature of zero celsius), it has only seen 130 km in total.  

SamCH said: It’s a size 54 and it weights 8.7 kg. Click to expand...

Great choice. I guess... as I had been looking at Emonda Al as a winter / travel bike too. I decided to dedicate my BMC Road Machine Two for the winter. It’s carbon and I mounted mud ( crud ) guards. I look at it like this. .. if i’m going to have the discipline to consistently ride the road in cold of winter; I want the best ride I can get . A harsh aluminum road frame does not meet that criteria. I also want a decent group, 105 and a comfortable carbon frame. Let’s see your new bike 🚲 if you get the right pic . What Winter Road shoes are you wearing? Hint: Tubeless flats in the winter are a no fix on the road side. Better think tube.  

rudge66 said: I look at it like this. .. if i’m going to have the discipline to consistently ride the road in cold of winter; I want the best ride I can get . A harsh aluminum road frame does not meet that criteria. I also want a decent group, 105 and a comfortable carbon frame. Click to expand...

You should really be happy with your SL5. I got the blue version back in June with the intent of upgrading wheels, handlebar and components as they become available. So far I've only been able to upgrade the wheels to full carbon and the seatpost to carbon. The aluminum wheels that come stock are fine, but on the heavy side. The 105 groupset works just fine, but is not as refined as Ultegra, mind you I was coming from an older Dura Ace 9000 groupset on an aluminum framed bike. I think it is definitely a bike you can grow with (as in upgrading as your budget allows). I wanted a bike with disc brakes and I'm not disappointed. Hope you don't have to wait long for it, if you haven't already gotten the bike.  

hunstamash said: You should really be happy with your SL5. I got the blue version back in June with the intent of upgrading wheels, handlebar and components as they become available. So far I've only been able to upgrade the wheels to full carbon and the seatpost to carbon. The aluminum wheels that come stock are fine, but on the heavy side. The 105 groupset works just fine, but is not as refined as Ultegra, mind you I was coming from an older Dura Ace 9000 groupset on an aluminum framed bike. I think it is definitely a bike you can grow with (as in upgrading as your budget allows). I wanted a bike with disc brakes and I'm not disappointed. Hope you don't have to wait long for it, if you haven't already gotten the bike. Click to expand...

Back after almost 300km ridden. And I will buy new wheels ASAP. I’m not convinced yet I need mid-height aero wheels such as Zipp 303 S. I will maybe go for a nice light pair of aluminium wheels (yes it’s also a matter of budget). For example DT Swiss PR 1400 db. I asked a few people if mid-height aero wheels are worth the price and the weight penalty if I’m not riding faster than a 30 km/h average. Until now, no definitive answer to this question.  

Lookin at gettin a Sl-5 or 6, any updates on weight(wheels) & any other things about the bike, all the dealers here are tellin me to pay in full & wait till poss. november - december for delivery which is crazy to tie up that much & possibly run into problem gettin a refund for whatever reason,thanx  

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